johnson



Patented Aug. 30,1898,

C- M. JOHNSON.

MOTOR VEHICLE.

(Application led Dec. 22, 1896.)

2 Sheets-Sheet l.

(No Model.)

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No. 609,8!1. Patented Aug. 30, |898.

C. M. JOHNSON.

MOTOR VEHICLE.

(Application filed Dec. 22, 189B.)

(No Model.) 2 Shees-Sheet 2.

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NITED STATES CHARLES M. JOHNSON, OF NEV YORK, N. Y.

MOTORI-VEHICLE.

SPECIFICATION forming part of Letters Patent No. 609,811, dated August 30, 1898. Appncation med Decembr 22,1896. sesamo. 616,633. (No model.)

T0 all whom t may concern.-

Beit known that I, CHARLES M. JOHNSON, a citizen of the United States of America, residing at 689 Green street, in the city, county, and State of New York, United States of America, (but temporarily residing at London, England,) have invented new and useful Improvements in Motors and in Motor-Vehicles, of which the following is a specification.

My invention relates to motors propelled by petroleum or other explosive material or gas and to motor-vehicles to be propelled thereby.

In the accompanying sheets of drawings, Figure l, Sheet 1, is a sectional plan showing the general arrangement. Fig. 2 is a section through the fore-carriage, showing the ballrace. Fig. 3 is a section on the line 3 3, Fig. I. Figs. 4 and 5 are detail views, on an exaggerated scale, showing an arrangement to prevent the driving-wheels from skidding. Fig. G, Sheet 2, is a section of a road-wheel provided with a spring attachment between the nave and the felly. Fig. 7 shows a method of attaching the motor-vehicle to carriages of ordinary construction. Fig. 8 shows an arrangement for transmitting motion to the driving-wheels by means of a jointed shaft. Fig. 9 shows a driving-shaft with a springjoint. Fig. 10 shows a driving-shaft with a joint of flexible shafting.'

Referring to Figs. l to 5, Sheet l, the motor-vehicle frame A is supported on springs on one or two guiding-wheels B and two driving-wheels (J. The driving wheels C run loosely on an axle D, which revolves in bearings E, sliding between horn-plates A on the carriage frame A. The bearings E carry springs which support the carriage-frame A. In order that the driving-wheels may not skid when running around curves owing to one wheel revolving more quickly than another, power is conveyed from the axle D to the driving-wheels C by means of clutches C D', the former forming part of or being secured to the hubs of the wheels C and the latter being provided `with a feather sliding in a feather-way on the-axle D. The clutches D' are connected by chains F F2 or their equivalents to the axle of the guiding-wheels B, the clutch D on the near side of the motor-vehicle being connected by means of the carriage. By this arrangement when the forecarriage is caused to revolve on its pivot, so that the motor-vehicle may turn to the right, the chain F;2 draws the clutch D' on the off side out of gear with the clutch C on the off wheel C, allowing said wheel to revolve independently of the axle D. In the same manner the near wheel C can revolve independently of its axle D by the similar action of the chain F when the motor-vehicle is caused to turn to the left. On the motor-vehicle again running a straight course the clutches D' are brought into gear with the clutches C on the driving-wheels C by means of springs D2 on the axle D, between the clutches D and the bearings E. The chains F F2 pass over pulleys D3, attached to loose collars on theaxle D.

In order that the motor-vehicle may more easily be steered by hand, the. fore-carriage or fifth-wheel, as shown in Fig. 2, is provided with a ball-race G, thus diminishing friction to a minimum. A steering-wheel H is provided, suitably connected by a chain or otherwise to the fore-carriage. The motor K, secured to the frame A, is provided with two cylinders K3, one in either side of the crankshaft L and arranged on a common axis. The cranks are so set that both pistons arrive at the end of their strokes simultaneously, and therefore receive the eX plosive impulse also simultaneously. By this arrangement the shock of the explosion in one cylinder is neutralized by the shock of the explosion in the other cylinder. In order that the connecting-rods of the two pistons, as these near the crank-shaft L on the inward stroke, may clear one another, one of the connecting-rods K' is forked.

The crankshaft L is extended on either side of the motor K and is provided with bearings K2 in the frame A.

It is obvious that a motor of this construe tion is applicable to all other purposes where absence of vibration is of advantage.

I do not confine myself to this particular form. of arranging the cylinders, for I may IOO change the position and form of the cylinders with the same form of crank-shaft without departing from the spirit of my invention.

At one end of the crank-shaft L is keyed a chain-wheel or band-pulley L', which carries a straight chain or band driving a chain wheel or` pulley M, mounted loosely at one end of a counter-shaft M, running in bearings M2 or underneath the frame A. At the other end of the crank-shaft L is keyed a toothed wheel L2, gearing with another toothed wheel M3, mounted loosely on the corresponding end of the counter-shaft M. Thus the chain-wheel or band-pulley M will revolve in a direction opposite to the direction of revolution of the toothed wheel M3, and by alternately connecting the counter-shaft M to one or another of these two wheels it is obvious that the said counter-shaft will revolve in either. direction. For this purpose both the wheel or pulley M and the wheel M3 are provided with a clutch of the following construction: On the counter-shaft M is secured a cross-bar or collar M4, affording iixed pivots M5, equidistant from the center of the countershaft for two or more levers. The ends M6 of these levers form a pocket or jaw, into each of which is loosely inserted a roller M". (See Fig. 3.) The other ends M8 of these levers are beveled and are operated by a cone M9, sliding on the counter-shaft M and provided with a feather which takes into a feather-Way on the said shaft. The ends M6 of these levers are normally kept apart to the required extent by a spring or springs M10. On both the chain wheel or pulley M' and the toothed or pockets M6.

wheel M3 are provided cylindrical bosses M11, upon which revolvegthe rollers M7 in the jaws The action of this clutch is as follows: The cone M is driven between the ends M8 of the levers, expanding these and closing in the jaw or pocket ends M6, compressing the spring or springs M10, and compressing the rollers M7 between the bottom of the jaws or pockets and the boss M11 until the friction on the rollers and between the lever ends MS and the cone M9is sufficient to revolve the counter-shaft M. On withdrawing the cone MD the spring or springs Ms expand, opening out the lever ends M6, and thus allowing the rollers M7 to revolve freely on the boss'M11. The two cones M9, are operated simultaneously in such a manner that both cones may. be out of gear or one only in gear with their `respective lever ends M8 at the same time. A convenientmeans of attaining this object consists of two forked levers N' N2, taking into grooves provided on the cones M9, being pivoted on the frame A at N3 N4, respectively, and connected together by a connecting-rod N5. The forked lever N2 is bell-cranked to receive a connectingrod N6, which is carried on the front part of the vehicle and operated by a vertical pivoted reversing-lever N7, provided with a quadrant.. (Not shown.)

The axle D may conveniently be driven at slow and quick speeds from the counter-shaft M in the following manner: On the countershaft M are keyed twochain-wheels or bandpulleys M12 M13, which drive, respectively, by means of chains or bands, two chain-wheels or band-pulleys D4 D5, mounted loosely on the axle D, provided each with a clutch. The axle D is driven at either rate of speed by means of a double sliding clutch D6, provided with a feather taking into a featherway on the axle D, which may conveniently be put into gear with one or the other of the two chain-wheels or band-pulleys D4 D5 or thrown out of gear with both by means of a bell-crank lever D7, suitably pivoted on the frame A. The lever D7 may be operated from the front by means of a connecting-rod D8 and a vertical pivoted reversing-lever D9, provided with a quadrant. (Not shown.)

In order to prevent the driving-wheels C from slipping, they are provided with a suitable number of links C2 of any desirable section, which take over the tires of the wheels C and normally are iiush with said tires, but when required and while the driving-wheels C are revolving may be caused to project beyond the surface of the said tires in the following manner:

Referring to Figs. 1, 4, and 5, the links C2 are pivoted on one or both sides of the felly or of the spokes, as shown upon the drawings, and on the inner side of the wheel are provided with an arm or extension C3. For each link are provided in the tires two slots C4 C5. The slot O4 is of sufficient depth to permit of the link being flush with the surface of the tire, while the slot C5 is of such a depth as to insure the` link projecting the required amount beyond the surface of the tire. A spring C6 is provided to draw the link into either slotC4 or C5 when it has passed a position midway between the two slots and also to retain the link in either slot.

Mounted loosely on the axle D are two arms O, which, passing through the horn-plates A', slide therein above the bearings E. These arms extend upward to the level of the top of the driving-wheels C and carry each two sliding pins O O2 and a lever O3, pivoted centrally at O4, which operates said sliding pins. The lever O3 may be provided with a handle and moved directly or maybe operatedin any suitable manner from the front of the vehicle. For example, the lever O3 may be keyed on a rod carried by the arm O at O4, said rod being extended to the front of the vehicle and carried there by a swiveling bracket and partially rotated then by a suitable handle or lever.

The links C2 normally rest inthe slots C4; but when the driving-wheels C begin to slip the pin O is pushed out toward the wheel C by means of the lever O3, thus causing the pin O', as the wheels C revolve, to strike small projections (not shown) on the tops Iof the links C2, vthrowing them out of the slots C4 toward the slots O5,`the springs C6 causing IOO IIO

the links to be seated in the slots C5, as al-Y ready described. The distance of the said projections on the tops of the links C2 from the center of the axle D being greater when seated in slots G5 than when seated in slots C4 enables the said projections to pass the pin O as the wheels continue to revolve.

When the wheels C no longer have a tendency to slip, the position of the lever O3 is reversed, drawing back the pin O' and projecting the pin O2 toward the wheel, causing said pin O2, as the wheel revolves, to strike the extensions C3 of the links C2, thus throwing the links out of the slot O5 toward the slot O4, the springs O6 causing them to be seated in the slot C4 level with the periphery of the tire, whereupon the extensions C3 are clear of the pin O2 as the wheel continues to revolve.

The mechanism herein described for preventing the driving-wheels from slipping is not claimed in the application in the present instance, but forms the subject-matter of a separate application led by me on the 19th day of April, 1898, and which bears Serial No. 678,194.

Referring to Fig. G, Sheet 2, the road-wheels may be constructed with one or more coiled or volute springs P, one end of which maybe secured to a boss or hub P on the axle and the other end secured to the felly or rim P2 or to an outer nave P3, as shown in the drawings. The outer nave P3 is provided with spokes or disks to connect the same with the felly or rim and cheeks P4, which take over two iianges P5 on the boss or hub P. The outer nave PB is further secured in place by two outer disks PU.

In order to make the motor-vehicle applicable for use with carriages of ordinary construction, (see Fig. 7,) the driving-wheels O may be dispensed with, the frame A of the motor-vehicle being hooked on or otherwise coupled to the axle of the leading wheels Q, of the carriage. The wheels Q may be provided with suitable chain or band pulleys Q, driven by chains or bands from the countershaft M.

Under some circumstances (see Fig. 8) the motion is conveyed from the counter-shaft to two vertical shafts R, one on either side of the vehicle, by means of bevel-wheels M14 on the counter-shaft, which gear with bevelwheels R on the said vertical shafts. The vertical shafts R are broken or divided, the two lengths of each being united by pivoted links R2 R3 or by bent springs R4, Fig. 9, or by short pieces of flexible shafting R5, Fig. l0, by which arrangements allowance is made for the movement of the carriage-body on the springs, the upper portions of the shafts R being supported in brackets on the carriage-body and the lower portions of said shafts being supported in bearings RG, secured to the stationary axle S of the drivingwheels C. On the lower ends of the shafts R are provided bevel-wheels R7, which gear with bevel-wheels S', running loosely on the axle S and attached to or forming part of the hubs of the driving-wheels C.

I claim- 1. A motor-vehicle provided with two cylinders arranged opposite each other of which the piston of one is connected to one of the cranks of a crank-shaftwith three cranks,4

two of which are opposite to the third crank, while the other piston is connected to the other two cranks in such manner that both pistons receive a simultaneous impulse and approach and recede from each other simultaneously and so that the shock or vibration resulting from the impulse in one cylinder is neutralized by the shock or vibration resulting from the impulse in the opposite cylinder substantially as set forth.

2. A motor-vehicle provided with two cylinders arranged opposite each other of which the piston of one is connected to one of the cranks of a crank-shaft with three cranks, two of which are opposite to thethird crank while the other piston is connected to the two other cranks in such manner that both pistons receive a simultaneous impulse and approach and recede from each other simultaneously, gearing for communicating motion from the crank-shaft to the road drivingwheels; clutches for putting said gearing in and out of gear for going forward or backward or stopping, gearing and clutches for varying the speed of the road driving-wheels and means for steering the vehicle substantially as described and shown.

3. A motor-vehicle provided with two cylinders KB K3 arranged opposite to each other of 'which the piston of one isconnected by a connecting-rod K to one of the cranks of a crank-shaft L while the other piston is connected by a forked connecting-rod K' to the other two cranks, gearing for communicating motion from the crank-shaft to the road driv-` ing-wheels C C consisting of a chain-wheel L a chain and a chain-wheel M' mounted loosely on a counter-shaft M and a spur-wheel L3 gearing with a spur-wheel M3 also mounted loosely on the counter-shaft, two clutches sliding on and revolving withthe countershaft and connected together so that either may gear with or not gear with the chainwheel M or spur-wheel M3 respectively to cause the counter-shaft to revolve in either direction or not to revolve, two chain-wheels IOO IIO

mounted on the counter-shaft and communii shaft, a Wheel loosely j ournaled on said shaft' and having a projecting hb, a. clutch mech-y anism consisting of a collar Xed on said shaft, a lever pivoted to said collar and adapted to bear at one end on said hub, a ball.'

'mountedvinthe end of said lever bearing on said hub, and means for operating said lever.

5. In a motor-vehicle, thecombinationof a shaft, a Wheel loosely journaled on said shaft 1o and having a projecting hub, a clutch mechanism consisting of a collar fixed on said shaft, a lever pivoted to said collar and adapted to bear at an end on said hub, a ball mounted 4in the end of said lever bearing on the hub,

v a cone sliding on said shaft, and means for forcing said cone beneath the free end of said lever. i

\ v 6. In a motor-vehicle, the combination of a driven shaft, a'gear-Wheel and a sprocketzo Wheel mounted on saidshaft, a counter-shaft,

a'gear-Wheel loosely journaledon said counrer-shaft and meshing with the gear-Wheelon said driven shaft, a sprocket-wheel loosely journaled on said counter-shaft, a chain con- Y necting said sprocket-Wheels, clutch mechanfsrns for connecting with the counter-shaft a chain connecting said sprocket Wheels,

clutch mechanisms for connecting with the counter-shaft either the gear or sprocket Wheels loosely journaled thereon, means for loperating said clutch mechanism, a drivingshaft, and mechanism for conveying motion from said counter-shaft to said driving-shaft.

CHARLES M. JOHNSON.

Vitnesses:

F. DINMORE, E. JOHNSON. 

